今日車の下にもぐってどこが壊れたのか調べてみました。
ちゃんと発見できるといいな～、と思っていたのですが、そんな心配全く必要ないぐらいハッキリパックリいってました。
原因はエキマニから触媒に繋がる部分が真っ二つになってたことです。
こりゃー爆音になるわけです。
で、よくよく見てみるとこのエキマニ、ノーマルじゃないようです。
ノーマルは4-2-1らしいのですが、このエキマニは4-1タイプだったりとか。
そもそも、ノーマルはエキマニが4-2、そのあとの2-1はフロントパイプの一部分だそうで。
エキマニとフロントパイプを中古ノーマルに戻すか、この割れたヤツを直すか、悩むところですね～。
それにしても、BMWのエンジン部品は分かりにくいッス。
E36の318isにしても、1.8Lと1.9Lがあって、AT/MTがあってハンドルも左右あるようですし。
3シリーズの歴史をざっと調べてみると…
1991年7月 318i セダン M40 SOHC 1795cc
1993年5月 318is クーペ M42 DOHC 1795cc
1993年10月 318i セダン M43 SOHC 1795cc
1995年1月 318ti ハッチバック M42 DOHC 1795cc
1996年6月 318is クーペ M44 DOHC 1895cc
1996年7月 318ti ハッチバック M44 DOHC 1895cc
すげー！
同じE36でエンジン4つですよ…
さらに、エンジン形式ではこんな情報もあります。
18 4S＝M42B18（318is/ti）
18 4E＝M43B18（318i）
19 4S＝M44B19（318is 1.9L）
ますます分かりにくい…
要するに、318isの1.8LエンジンはM42で、M43ともM44とも異なる形式のようですね。
で、318isと318tiのエンジンは同じらしい、と。
一方では、318is/tiのM42と318iのM43は、同じボアストローク（84.0×81.0）だという情報もあります。
コストを考えるとわざわざ同じボアストの違うブロックは作らないでしょうから、M43（318i）用のエキマニも合いそうです。
つまり、M42のシングルカム版がM43ということかと。
M42の圧縮比10.0とM43の9.7とはヘッドの違いでしょうね。
でも、海外のE36フォーラムでは「M43はM44のヘッド違いだがや！」って意見もあるんですよね～。
これはデマかな？
で、そんなフォーラムから拾ってきた情報が下のもの。
「- intake manifold is also completely different, though the bolt patter for it and the exhaust is the same between the two.」
「インマニはM42とM44では全く別物だけど、インマニのボルトパターン（patterはpatternの誤記？）とエキマニは全く同じ」とのことです。
ということは、エキマニの取り付けはM42＝M43＝M44ってことでしょうか？
信じてM44用のエキマニ、落札しちゃおうかな～。
あとは排気系の取り回しの違いを調べなきゃ。
LHとRH、ATとMTで違いがあると最悪ですね～。
とくにハンドルの左右で取り回しを変える可能性はありそうです。
どなたかご存知の方がいらっしゃいましたらお教えくださいませ～♪
ちなみに、海外のM42 vs M44の議論は結構熱かったです！
ハチロク的ないじり方なのかもしれませんね。
E21とE36のエンジンスワップなんて当たり前のようですし。
ターボキットとかもあって面白いです！
S2000とはだいぶ違う世界なので新鮮です～。
これはこれで結構ハマりそう♪
ちなみに、STWのE36では、このM42改2.0Lエンジンを載せていたということですが、最終型の97年Verでは315馬力（157.5馬力/L）を絞り出していたそうで！！
エンジン屋の面目躍如ですね～！
S2000のF20Cもそうですが、やっぱり超高出力のNA4発エンジンが大好きです！！
では！
※以下、備忘録的なWikipedia抜粋なので読み飛ばしてくださいませ～。
《M42B18》
Displacement for the M42B18 was 1.8 L (1796 cc); cylinder bore was 84 mm; and stroke was 81 mm. E30 318iS, 318i (in the U.S.; European versions of the 318i were fitted with the M40 engine), and early E36 318iS/318ti (prior to 1992) models were fitted with versions producing 100 kW (134 hp) and 172 N·m (127 ft·lbf). Later, change in the overhead cam design helped to achieve 103 kW (138 hp) and 175 N·m (129 ft·lbf) coping with the increased weight of the E36 models. The engine uses Bosch M1.7 fuel injection.
The M42 is a popular engine swap for 2002s and E21s. It is a relatively inexpensive swap, and produces more usable power than the M10s, while still being lighter, plus utilizing modern EFI and direct-ignition and a much improved valvetrain.
Further, the long-stroke forged crankshaft from the M47 motor coupled with an overbore of +2 mm will make for a 2.1 L Stroker M42. The 86 mm pistons from a European 3.0 L S50 will produce a high compression, stroker M42 when coupled with the M47 crank. The addition of a MAF conversion from an M50 engine and properly setup cams, valvetrain, and tuning will yield potent output from the "lowly" M42.
Applications:
1989-1991 E30 318iS/U.S. model 318i
1992-1996 E36 318i/318iS/318ti
《S42B20》
A racing version of the M42 Engine, called the S42 is known. It was used in BMW's 320 4-door touring car, participating in the German racing series called STW (Super Tourenwagen Cup). It differed by having individual throttle bodies (ITB) for each cylinder and its capacity was enlarged to 1999 cc. It had eight fuel injectors instead of the standard four. Valve cover and airbox were entirely made of carbon fiber. Lubrication was provided by a dry sump system. Compression ratio was increased and a lightweight head was installed.
Evolution of HP : 1995=300hp 1996=308hp 1997=315hp
In the last evolution step the engine puts out an amazing 158hp/ltr. Compared to a modern racing engine it was a big achievement.
《M40B18》
The M40B18 is a 1.8 L (1796cc) version of the M40 producing 115 hp (86 kW) of mechanical power and 122 ft·lbf (165 N·m). of torque. Like the M40B16, it also uses Bosch M1.3 fuel injection.
Applications:
1987–1995 E30 318i
1988–1994 E34 518i
1992–1993 E36 318i
《M43》
The BMW M43 is a straight-4 piston engine. Displacement ranges from 1600 cc to 2000 cc.
The engine was built solely on Assembly Line 2 at Steyr, and was the successor to the M40.
It features ICIM (Individual Control Intake Manifold) and 2-valve technology. The ICIM optimizes the torque curve and is also aided by anti-knock control. Like the 16-valve, 4-cylinder M42 engine and the 6 and 8-cylinder engines, stationary high-voltage distribution is also used on the M43. The M40's timing belt was replaced by a chain as the high engine bay temperatures reduced the lifespan of the belt. Engine ratings were slightly raised while exhaust levels and fuel efficiency were significantly improved.
A further technical revision occurred in 1998. The displacement capacity was increased to 1.9 litres, resulting in improved torque of 180 Nm at 3900 rpm. The intake manifold was also constructed of plastic for added weight savings.
From 1993 to 2001 a total of 1,204,734 units came off the production line, making this the Steyr plant's highest-production engine.
《M43B18》
The M43B18 was a 1.8 L (1796cc) version. It produced 85 kW (115 hp) and 168 N·m (124 ft·lbf) with Bosch M1.7.1 fuel injection.
Applications:
1992-1995.5 E36 318i
1994-1996 E34 518i
1995-2001 E36 Z3 1.8
《M43B19》
The 1.9 L (1895cc) M43B19 was the largest M43 engine. It produced 87 kW (117 hp) and 180 N·m (133 ft·lbf) or 77 kW (103 hp) and 165 N·m (122 ft·lbf). It used BMW BMS 46 fuel injection.
It's also known as M43 TÜ engine. It had twin-balancing shafts.
Applications:
87 kW (117 hp) and 180 N·m (133 ft·lbf)
1998-2001 E46 318i/318Ci
1998-2001 E36 Z3 1.8/Z3 1.9i
《M44B19》
The BMW M44 is a DOHC 16-valve I4 piston engine. It replaced BMW's previous multi-valve four-cylinder, the BMW M42 and was related to the lesser 8-valve BMW M43. The engine had slightly more power and torque than the M42B18 it replaced to cope with the increased weight of the E36 BMW 3 Series over the E30 BMW 3 Series.
Displacement for the M42B19 was 1.9 L (1896 cc); cylinder bore was 85 mm; and stroke was 83.5 mm. It used Bosch M5.2 fuel injection.
Applications:
1996-2000 E36 318iS/318ti
1996-2001 Z3 1.9
《Differences between M42&M44》
- oil pan; 1 piece vs 2 piece, oil pick ups in different place, M44 has a nice windage tray
- block: M42 crank is forged - the M44 crank is cast and has a 1mm longer stroke, M44 cylinder walls are 1mm bigger, M44 has oil squirters that shoot up on the bottom of the pistons, m44 craqnk has a pulse wheel mounted to it and the VR sensor is mounted to the rear section of the block
- Timing case: Inner case for M42 has a mount for the front pulse wheel VR sensor. They also have different inner footprints for where it mates to the block, lower outer cases will swap, but not upper. Shape of head is slightly different and the cam sensor is on the intake side of the M44 and exhaust side on the M42
- Oil Filter: housing & filter both different
Pulleys: All different. M42 uses v-belt, M44 uses ribbed, so AC compressor, alternator, and PS pump are all different- Timing chain: guide system is slightly different, top and bottom guides are different, M42 has a bearing sprocket as a guide in the lower case - replaced with another plastic guide in the M42, mount for one of the guids is a pin and cicrlip on the M42 and a bushing and bolt on the M44. You have to uses the pin and circlip in order to match the upper outer cover from the M42
- Head: M44 = solid lifters, M42 = hydraulic lifters, thermostat provision on the front of the M42 is grooved to accept the older thermostat, the M44 head does not have it and you have to use the plastic housing/thermostat combo. The valve cover breather hose for the M42 is in the front, in the rear for the M44, coolant hose outlet location on the back of the head is different too.
- intake manifold is also completely different, though the bolt patter for it and the exhaust is the same between the two.
今日、一駅離れたホームセンターに「徒歩」で買い物に行ってきました。
今日車の下にもぐってどこが壊れたのか調べてみました。
（
続きまして日曜日は丸和で全日本ダートラです。
土曜日に、ホンダの新車（？）の購入してしまいました。
